Peri Hartman via EV wrote:
So, if most of the electronics and servos are powered from the 12V
battery, why can't a jumper cable from another car give enough energy to
operate those things, including the parking brake ?
That's a good idea. It would probably work, too!
One of my early EV conversions had a big 12v battery (left over from
when it was an ICE) but no DC/DC converter. The 12v loads all ran off
the 12v battery while driving, and I recharged it at the end of the
drive at the same time as the propulsion batteries.
It worked, but things like the headlights were dimmer and the wipers
were slower.
Then one cold rainy day I took a long drive, and the 12v battery went
dead before the propulsion pack did. There wasn't enough 12v power left
to pull in the contactors, so I couldn't drive.
I fixed the problem by jumpering the 12v battery to 18v worth of the
propulsion pack (three 6v batteries). That recharged the 12v battery
enough to continue the drive and get home.
After that, I installed a DC/DC converter. :-)
From: David Nelson via EV
One time my wife drove our 2018 Kia Soul EV 124 miles to work and back
without charging at work. That car had ~100 mile range but would
increase if she got stuck in traffic. We live up a hill with ~500' of
elevation climb so when she was almost home the car quit. She barely
got off the road...
Thanks for the story. So it *can* happen! It sounds like she managed to
go (almost) 124 miles on a 100-mile pack, which is pretty amazing.
But having it lock the brakes seems like design bug (or design
"feature", i.e. a bug dressed up as a feature). I would think it should
ultimately just stop when it didn't have enough power to climb that last
hill. Locking the brakes prevents it from being towed or pushed.
Lee
--
Whatever the problem, be part of the solution. Don’t just sit
around raising questions and pointing out obstacles. -- Tina Fey
--
Lee Hart, 814 8th Ave N, Sartell MN 56377, www.sunrise-ev.com
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